Coupler and yoke assembly



Nov. 25, 1952 H. H. woLFE COUPLER AND YOKE ASSEMBLY 5 Sheets-Sheet l Filed Deo. 7, 1948 H. H. WOLF'E COUPLER AND YOKE ASSEMBLY Nov, 25, 11952 3 Sheets-Sheet 2 Filed Dec. '7, 1948 NGV. 1952 H H, WOLFE COUPLER AND YOKE ASSEMBLY 5 Sheets sheet 3 Filed Dec. 7 1948 INVENTOR l AT TORNES/ Patented Nov. 25,Y 1952 COUPLER AND YOKE ASSEMBLY Harry H. Wolfe, Columbus, Ohio, assignor to The Buckeye Steel Castings Company, Columbus,

Ohio

Application December 7, 1948, Serial No. 63,899

7 Claims. l

The present invention relates to draft attachments for railway vehicles and more specifically pertains to the structure of the coupler and the yoke for railway cars wherein a horizontally disposed key is employed for connecting these elements of the draft appliance.

One type of coupler which has been a standard device in the railway art includes the use of a swivel yoke employed in association with a twin cushion draft gear and designed for use with a swivel shank coupler. In freight service, when there are occasions for heavy pushing of the cars there is a tendency for the cars connected with swivel shank couplers to jack-knife after passing beyond cross-overs and the cars tend to remain in the jack-knifed position on the straight track until the pushing forces are relieved. When the cars are in such angular or askew positions, and in rounding a curve, additional lateral forces are encountered which tend to derail the cars.

One of the objects of the present invention is to provide a yoke and coupler organization which may `be employed in association with a cushion draft gear assembly and so constructed that an angling movement of the coupler is permitted and at the same time to provide a draft attachment which avoids the tendency of the cars to jack-knife in pusher service.

A more detailed object of the invention is to provide a horizontal keyed yoke and coupler combination wherein the coupler is provided with a rigid shank having a flat butt end thereon which, in cooperation with other elements of the draft gear, tends to straighten or align the cars after they move onto a straight track even during the application of heavy forces in buff.

A still further objecty of the invention is to provide a coupler which does not develop any tendency of the cars to jack-knife after they have passed beyond a cross-over in the tracks andduring pushing service and to provide the coupler with a :dat rear butt end so that the pressure applied during bui-ling forces tends to keep the coupler aligned with respect to longitudinal center of the car and to further provide a coupler assembly wherein the objections of wear on the horizontal draft key may be removed by turning the key over for further service.

Other and further objects and features of the invention will be more apparent as the present disclosure proceeds and upon consideration of the accompanying drawings and the following detailed description wherein an exemplary embodiment of the invention is disclosed.

In the drawings:

Fig. 1 is a diagrammatic plan view showing the tendency of the cars to jack-knife when pushing forces are applied through swivel shank couplers.

Fig. 2 is a similar diagrammatic view illustrating the manner in which the bufling forces of rigid shank couplers tend to align the cars on straight tracks.

Fig. 3 is a plan view partly in horizontal sec- U tion showing a draft attachment embodying the invention.

Fig. 4 is a side elevational View of the coupler and yoke structure shown in Fig. 3 with some parts in section.

Fig. 5 is a plan view showing the front draft lugs and portions of the rear draft lug in section.

A standard swivel type shank coupler is diagrammatically illustrated in Fig. l which is employed in connection with a swivel type yoke for use in connection with a twin cushion draft gear. In heavy pusher service as encountered on certain railroads there is a tendency for cars to jack-knife after passing a cross-over in the tracks and to stay in this position on straight tracks until the pushing forces are relieved. The approximate angular position which the cars take when jack-knifed is illustrated in Fig. l. When the cars are in this position and round a curve, additional lateral forces are encountered which tend to derail the cars. It will be further observed from a consideration of Fig. l that the lateral force developed during pusher service is in a direction to jack-knife the cars and to keep them out of line on a straight track due to the buing forces.

The present invention is directed to a coupler having a rigid shank provided with a flat rear butt end, and this structure is such that the lateral component of the forces through the coupler due to the bufng forces is in such a direction as to align the cars on a straight track. This feature is illustrated in Fig. 2 where the bufng forces are applied at opposite corners of the flat rear butt ends of the couplers to thus tend to keep the couplers centered with reference to the longitudinal center of the cars and to align the cars on a straight track even though the forces are heavy during pusher service.

A draft attachment embodying the present in- 5o vention is shown in Figs. 3, 4 and 5 wherein the coupler shank is represented at l0. The shank of the coupler is provided with a at butt end ll and accordingly corresponds to the rear end face of the coupler shank shown in Fig. 2. The

rear fiat butt end surface I I of the coupler shank is adapted to engage and bear against a front follower I2. The front follower I2 is of conventional construction and is formed as a separate block shaped element. The front follower is interposed between a front draft gear 36 and front draft lugs I5. The coupler shank is provided with a key slot I4 which is elongated and horizontally disposed as shown in dotted lines in Fig. 4.

The draft appliance includes a yoke I6. The yoke is provided with key slots |8 in both forwardly extending nose portions 20. These slots I8 are also of elongated cross-sectional dimensions and horizontally arranged as shown in Fig. 4. A key I9 extends through the slots I8 in the yoke and through the slot I4 in the coupler shank. In the pulling position of the coupler structure the key I9 bears against the front ends 2| of the slots I8 in the nose portions 20 of the yoke. A distinct clearance is provided in the yoke key slots I8 back of the key I9 to allow for a limited amount of angling for the key in the yoke and for the further purpose of allowing the coupler to move rearwardly a limited amount without the rear edge 22 of the key contacting the rear ends of the slots |8 in the yoke structure.

A lug 26 is provided at the top of the coupler shank I projecting upwardly therefrom. A similar lug 21 is provided on the lower surface of the coupler shank projecting downwardly therefrom. Each of these lugs 26 and 21 is provided 'with a herni-cylindrical surface 28 and the purpose thereof will be more apparent as the present disclosure proceeds.

The yoke I6 is provided with bufng surfaces adapted to be engaged by the arcuate surfaces of the lugs 26 and 21. One of these buiiing surfaces is provided at the top of the yoke and is represented at 3| in Figs. 3 and 5. It will be noted that this bufng surface 3| is hemi-cylindrical shaped and is of substantially the same radius as the arcuate surface 28 on the lug 26. It will be further observed that in the pulling position the curved surface 28 is spaced from the arcuate bung surface 3|. A similar arcuate surface 32 is provided on the lower portion of the yoke and adapted to be engaged by the nomi-cylindrical surface provided on the lug 21. The space between the arcuate surface 28 and the curved bufing surface 3| and the space between the hemi-cy1indrical surface on the lug 21 and the correspondingly shaped bufflng surface 32 on the yoke below the coupler shank are of such dimensions and the parts so shaped as to allow the coupler shank to swivel its full amount in the yoke I6.

When a draft appliance embodying the features herein described is placed in pusher servicethe forces developed in buff are transmitted rearwardly through the coupler shank I0, and compress the cushion draft gear represented at 36 until the lugs 26 and 21 contact the bufl'ng surfaces 3| and 32 respectively. Thereafter, further bung forces are taken through the yoke straps 38 and 39 which are connected to a yoke butt 4| and through a rear draft gear 42 to the car structure. The rear draft gear 42 is of the cushion type and this draft gear is interposed between the yoke butt 4I and a rear follower 44. The rear follower 44 is of a conventional construction and is formed as a separate block shaped element. The rear follower is arranged between the rear end of the cushioned draft gear 42 and rear draft lugs 45. The rear draft lugs 45 are attached to the sill vstructure of the car.

During the application of bufng forces the front draft gear 36 is compressed to a limited extent by the initial rearward movement of the coupler shank I6 and the follower I2 is moved backwardly relative to the yoke I6. Such compression of the front draft gear 36 is arrested when the lugs 26 and 21 engage the bufling surfaces'3I and 32 on the yoke. This limited relative rear movement of the coupler shank is made possible by the dimensions of the key slots I8 in the nose portions 2U of the yoke and the space between the lug 26 and the arcuate buing surface 3| and the space between the lug 21 and the buffng surface 32. Such compression of the front draft gear 36 provides a reaction force applied forwardly against the front follower I2. The front follower is in fiat engagement with the rear butt end I I of the coupler shank and accordingly tends to maintain the coupler stem in alignment with the longitudinal center of the car. In the event that there is a horizontal angling movement of the coupler during the application of bufling strains a corner of the butt end II will tend to push the front follower I2 further rearwardly and additionally compress the front draft gear 36. Additional reacting forces are then applied against the butt end II tending to restore the coupler shank to a center position and to avoid jack-knifing of the car. The rearward movement of the coupler shank ID relative to the yoke is arrested after a predetermined movement thereof and when the lugs 26 and 21 engage the bumng surfaces 3| and 32 on the yoke. The bufng forces are then transmitted through the yoke straps 38 and 39 to the yoke butt 4I. The pushing forces are then transmitted throughcthe rear cushion draft gear 42 onto the rear follower 44 and applied to the rear draft lugs 45. During the application of pulling forces the rearvend 46 of the coupler key slot I4 contacts the key I9 which then engages the front ends 2| of the key slots I8 in the yoke nose portions 20 and thereby transmits the load through the yoke straps 38 and 39 and the yoke butt 4I onto the front draft gear 36. The pulling load is then applied to the front follower I2 and onto the front draft lugs I5 and thence to the car through the sill structure. The coupler herein shown anddescribed provides for angling movement of the coupler but avoids the disadvantages of a swivel connection between the coupler and the yoke and thereby avoids a tendency of the cars to jack-knife after they have passed beyond a cross-over in the tracks. The pressure of the fiat butt end of the coupler shank on the draft gear tends to keep the coupler centered in relation to the longitudinal center line of the car. It will be further observed that the horizontal draft key I9 upon pronounced wear thereof may be removed and inverted so as to present an edge surface which will restore the coupler parts to substantially new condition.

While the invention has been describedwith reference to specific structural features and with regard to a particular general organization it is to be understood that changes may be made in the parts and that various alterations may be made in the assembly. Such changes and other modications may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

What I claim and desire to secure by Letters Patent is:

1. In a railway draft appliance, a coupler shank having a horizontally disposed 'key slot'therethrough, a yoke, nose portions on the yoke having 5 horizontally aligned slots therein, a butt end on the coupler shank arranged substantially at right angles to the axis thereof, a key extending through the slots in the yoke nose portions and through the slot in the coupler shank, yoke straps forming a part of the yoke, a lug projecting from the coupler shank approximately at rightangles to the axis thereof, a second lug projecting from the coupler shank in an opposite direction substantially at right angles to the axis thereof, a buiing surface carried by the yoke adjacent one of said lugs but spaced therefrom, a Second buiiing surface carried by the yoke adjacent the other lug but spaced therefrom, said slots in the nose portions of the yoke being of greater dimensions measured horizontally than the horizontal dimension of the key, a front follower arranged in flat engagement with the butt end of the coupler shank, a yoke butt connecting the yoke straps, a resilient draft gear interposed between the front follower and the yoke butt, and a resilient draft gear arranged rearwardly of the yoke butt.

2. In a railway draft appliance, a coupler shank having a horizontally disposed key slot therethrough, a yoke, nose portions on the yoke having horizontally aligned slots therein, a fiat butt end on the coupler shank, a key extending through the slots in the yoke nose portions and through the slot in the coupler shank, yoke straps forming a part of the yoke, a lug having an arcuate surface projecting upwardly from the coupler shank, a second lug having an arcuate surface thereon projecting downwardly from the coupler shank, an arcuate buiiing surface carried by the yoke adjacent one of said lugs but spaced therefrom, a second arcuate bufng surface carried by the yoke adjacent the other lug but spaced therefrom, said slots in the nose portions of the yoke being of greater dimensions measured horizontally than the horizontal dimension of the key, a front follower arranged in iiat engagement with the butt end of the coupler shank, a yoke butt carried by the yoke straps, a resilient draft gear interposed between the front follower and the yoke butt, and a draft gear arranged rearwardly of and engaging the yoke butt.

3. In a railway draft appliance, a coupler shank having a horizontally disposed key slot therethrough a yoke having horizontally aligned slots therein, a flat rear butt end on the coupler shank, a key extending through the slots in the yoke and through the slot in the coupler shank, yoke straps forming a part of the yoke, a lug projecting from the coupler shank approximately at right angles to the axis thereof, a convex surface on said lug, a second lug projecting from the coupler shank in an opposite direction substantially at right angles to the axis thereof, a convex surface on said second lug, a concave buliing surface carried by the yoke adjacent the convex surface of the first lug but spaced therefrom, a second concave bufng surface carried by the yoke adjacent the convex surface of the second lug but spaced therefrom, said slots in the yoke being of greater dimensions measured horizontally than the horizontal dimension of the key, a front follower arranged in engagement with the butt end of the coupler shank, a yoke butt carried by the yoke straps, a resilient draft gear interposed between the front follower and the yoke butt, and a draft gear arranged rearwardly of and engaging the yoke butt.

4. In a railway draft appliance, a coupler shank, a rear butt end on the coupler shank arranged in a plane substantially at right angles to a longitudinal center of the coupler shank, a front follower in fiat engagement with said butt end, a yoke including a yoke butt, a resilient front draft gear interposed between the yoke butt and the front follower, lost motion means connecting the yoke to the coupler shank whereby the front draft gear is compressed upon initial rearward movement of the coupler shank relative to the yoke to provide a reaction force for centering the coupler shank, a buii'ing surface carried by said yoke, a lug on the coupler shank for engaging said bufling surface after a predetermined rearward movement of the coupler shank relative to the yoke, and a resilient rearl draft gear abutting the yoke butt and positioned rearwardly thereof for transmitting bufling forces to a sill structure after said lug engages said bufng surface.

5. In a railway draft appliance, a coupler shank, a rear butt end surface of the coupler shank arranged in a plane substantially at right angles to a longitudinal center of the coupler shank, a front follower in flat engagement with said butt end surface, a yoke including a yoke butt, a resilient front draft gear interposed between the yoke butt and the front follower, means connecting the yoke to the coupler shank for limited rearward movement of the coupler shank relative to the yoke, a bufng surface carried by the yoke, a second buiilng surface carried by the yoke, means on the coupler shank for engaging said bufiing surfaces during said limited rearward movement of the coupler shank relative to the yoke whereby said butt end surface moves the front follower rearwardly to compress the front draft gear to a limited extent, a resilient rear draft gear abutting the yoke butt and arranged rearwardly thereof, and means for transmitting buing forces imposed on the rear draft gear to a sill structure for a railway car.

6. In a railway draft appliance, a coupler shank, a rear butt end on the coupler shank arranged in a plane substantially at right angles to a longitudinal center of the coupler shank, a front follower in flat engagement with said butt end, a yoke including a yoke butt, a resilient front draft gear between the yoke butt andthe front follower urging the front follower forwardly, means connecting the yoke to the coupler shank for limited rearward movement of the coupler shank with respect to the yoke and for limited horizontal angling of the coupler shank relative to the yoke, buiing surfaces carried by said yoke, means on the coupler shank for engaging said buifing surfaces during said limited rearward movement of the coupler shank relative to the yoke whereby the butt end surface on the coupler shank moves the front follower rearwardly to compress the front draft gear, and a resilient rear draft gear engaging the yoke butt and arranged rearwardly thereof.

7. In a railway draft appliance, a coupler shank, a rear butt end on the coupler shank arranged in a. plane substantially at right angles to a longitudinal center thereof, a front follower in fiat engagement with said butt end, a yoke including a yoke butt, nose portions on said yoke, a resilient front draft gear interposed between the yoke butt and the front follower urging the front follower forwardly, a horizontally disposed key extending through a slot in the coupler shank and through slots in said nose portions, said slots being of such dimensions measured horizontally to allow limited rearward movement of the coupler shank relative to the yoke and to allow for horizontal angling of the coupler shank whereby the butt end on the coupler shank movesl the front follower rear wardly to compress the front gear upon initial rearward movement of the coupler shank to thereby set up reaction forces against the butt end on the coupler shank, bufng surfaces carried bythe yoke, and lugs on theeoupler shank for engaging sadibuing surfaces to limit rearward movementv of the coupler shank-relative to theyoke.

HARRY H. WOLFE.l

REFERENCES CIT-ED The following references are of record in the 111e of -this patent:

8 UNITED STATES PATENTS' Name Date Mechlin Ju1y15, 1927 Schmidt May 26, 1931 Haseltne May 24, 1932 Haseltine June 5, 1934 Small Mar. 5, 1935 

